CFMOTO has surprised me more than once at trade shows, but stepping into Hall 10. Stand I52 at EICMA made me pause when a bike in their display immediately felt more mature than anything I expected from the brand. The new 2026 CFMOTO 1000MT-X still fits the tidy, unmistakably MT-family silhouette, with its tall beak, layered bodywork, stacked LED headlight, and a sweeping tank that flows into a wide, comfortable saddle. It looks familiar, yet the upright stance feels more confident and deliberate, as if the platform has taken a step forward rather than just sideways.
Then comes what truly shifts the identity. The 1000MT-X builds on that familiar shape with the defining elements of a serious ADV machine, including long-range geometry, big wire-spoked wheels, Brembo four-piston calipers, large KYB suspension internals, and Pirelli Scorpion Rally STR tires where it matters. That combination signals serious distance and mixed-surface capability, not weekend showmanship, and it gave me a sense that CFMOTO is aiming at riders who want real range and real terrain, not just parking-lot presence. And I found myself circling back, not because it was surprising, but because it suddenly felt like a legitimate contender in the big-ADV class.
Standing there among luggage, crash bars, and rider-boot prints on the floor, I could see why CFMOTO chose not to dress this up as a concept. It comes across less like a value bargain and more like a considered flagship. That change of tone is what made it one of the more interesting launches at EICMA 2025.
EICMA 2025 Reveal: What CFMOTO Showed
At its EICMA 2025 press event, CFMOTO presented the 1000MT-X as the flagship of its adventure range, built to compete globally. The display included both a production-intended version and a “Crafted” variant with bronze-fork finishes and bespoke accessories, emphasising the brand’s move into premium territory. According to the placard, the dry weight is quoted at 199 kg, and the fuel tank sits at 22.5 litres, giving a claimed range of over 450 km under conservative mixed riding conditions, emphasizing the bike’s long-range capability while keeping its mass competitive within the segment.
Powering the bike is a near-liter KTM-derived parallel-twin engine, reported at 946.2 cc, delivering 111 hp (83 kW) at 8,500 rpm and 77 lb-ft (105 Nm) at 6,250 rpm. Suspension hardware includes fully adjustable 48 mm KYB inverted forks up front and a KYB rear monoshock, while braking is handled by Brembo four-piston calipers on twin 320 mm front discs and a 260 mm rear disc. The bike rides on wire-spoke wheels, 21 inches front and 18 inches rear, shod with Pirelli Scorpion Rally STR tyres.
Complementing the hardware is a full electronics suite, featuring a Bosch six-axis Inertial Measurement Unit (IMU), cornering ABS, five ride modes (names not yet publicly detailed), a multi-stage traction control system (TCS), a bi-directional quickshifter, cruise control, heated grips and seat, and an 8-inch TFT display with navigation and phone-mirroring functionality.
Standing there, watching other visitors circle the machine, the impression was clear: this isn’t merely a value-oriented ADV from CFMOTO; it is a serious contender with hardware to back the claim. The specs are there, the visual presentation is there, and while the real proof will be in the ride, the foundation looks strong.
Key Highlights of the 2026 CFMOTO 1000MT-X
After reading CFMOTO’s exhaustive press release, here is what I found to matter most:
| Category | Details | Rider Benefit |
| Engine Displacement & Type | 946.2 cc liquid-cooled DOHC parallel-twin derived from KTM’s LC8c | Broad, tractable powerband for both highway speed and off-road control |
| Power & Torque Output | 111 hp (83 kW) at 8,500 rpm and 77 lb-ft (105 Nm) at 6,250 rpm | Ample, manageable power for confident highway overtaking and controlled off-road handling |
| Transmission | 6-speed gearbox with standard bi-directional quickshifter | Smooth, clutch-free up/down shifts reduce fatigue and improve precision in technical terrain |
| Chassis | Steel/aluminum hybrid frame with long-travel geometry | Combines strength and stability with manageable mass for loaded touring |
| Suspension | Fully adjustable 48 mm KYB USD fork / adjustable KYB rear shock | Premium damping support for mixed surfaces and heavier luggage |
| Brakes & Wheels | Brembo 4-piston radial calipers, 320 mm front discs / 260 mm rear disc; 21″ front, 18″ rear wire-spoke rims with Pirelli Scorpion Rally STR tires | Confident braking on tarmac and trail; quality rubber for real off-road traction |
| Electronics | Bosch 6-axis IMU with cornering ABS, multi-stage traction control, five ride modes, cruise control, TPMS | Advanced safety and rider-aid package typical of premium ADVs |
| Display & Connectivity | 8″ TFT screen with navigation and phone integration (RIDEOLOGY style interface) | Clear, modern display; at-a-glance access to maps, calls, and data |
| Fuel & Range | 22.5 L tank (450 km claimed range) | Long-distance touring freedom with fewer refuelling stops |
| Weight | 199 kg (dry manufacturer figure) | Competitive dry weight for the class; light handling for a full-size ADV |
| Ergonomics & Comfort | Adjustable windscreen, heated grips and seat (on select trims), wide bars, upright stance | All-day comfort for adventure travel on or off-road |
| Market Positioning | Global flagship for CFMOTO; premium component partners (Brembo, KYB, Pirelli, Bosch) with competitive pricing (TBA) | Steps directly into the midsize-to-liter adventure class, challenging established rivals |
CFMOTO 1000MT-X Engine and Performance
CFMOTO’s headline move is a near-liter parallel-twin derived from KTM’s LC8c family. On the stand and in the press materials, the engine is listed at 946.2-949 cc, a DOHC liquid-cooled parallel twin with a 92.5 x 70.4 mm bore and stroke, and a claimed engine-block weight of 56 kg, which is light for this class due to a lightweight alloy crankcase and precision cam fabrication.
Published output figures cluster tightly in the 109 to 113 hp range, but my expectation would be approximately 111 hp (83 kW) at around 8,500 rpm and roughly 77 lb-ft (105 to 106 Nm) at about 6,250 rpm. That places the 1000MT-X squarely between big mid-capacity ADVs like KTM’s 890 range and full-liter flagships in both torque and peak power. CFMOTO also leans on a favorable power-to-weight claim, citing a 199 kg dry figure, though remember dry vs. curb/wet weights diverge once you add fuel, oil and luggage.
On the road, I expect a broad and flexible midrange consistent with the LC8c lineage, with tuning aimed at usable power delivery rather than a high-revving top-end character. That should translate to confident overtakes with luggage and relaxed highway cruising. The final experience, however, will hinge on ECU mapping, final sprocket ratios, and whether CFMOTO delivers a softer or crisper throttle response compared with KTM or Honda.
For context, Honda’s Africa Twin produces around 100 to 102 hp and roughly 105 Nm, KTM’s 890 Adventure sits near 103 to 105 hp with about 100 Nm, and Ducati’s Multistrada V2 delivers roughly 115 hp and around 92 Nm. Within that landscape, the 1000MT-X arrives with competitive numbers and a clear intention to challenge the segment.
Transmission and Electronics
Transmission hardware is straightforward and modern, with a six-speed gearbox, assist-and-slipper clutch, and a bi-directional quickshifter fitted as standard. That combination should keep shift effort low on long rides and maintain stability during aggressive downshifts.
The electronics suite is a major part of the bike’s value proposition. A Bosch six-axis IMU supports cornering ABS, multi-stage traction control, and ride-mode selection. CFMOTO confirms five ride modes, although they had not yet published an official, fully enumerated list of mode names in public press materials as of the EICMA reveal. For now, treat “five modes” as a verified count; the exact labels/behavior (for example, whether there is a dedicated “Enduro” mode that alters ABS/TC/engine maps independently) remain unconfirmed in the public domain.
The display and connectivity package is equally comprehensive, featuring an 8-inch vertical TFT touchscreen with phone mirroring and navigation, cruise control, TPMS, and heated grips and seat (standard on select trims), along with OTA update capability mentioned in CFMOTO’s press material. The TFT’s vertical screen layout suits standing-on-pegs navigation, and the show-bike menus appeared fast and well-laid-out. Taken together, the 1000MT-X’s electronics compare favorably with, and in some cases exceed, established adventure-class rivals at launch.
CFMOTO 1000MT-X Chassis and Suspension
CFMOTO’s 1000MT-X sits on a steel-and-aluminium hybrid frame shared with the MT family, but this version has been reinforced and tuned specifically for long travel and heavier adventure loads. The big numbers here are all in the suspension: a fully adjustable 48 mm KYB inverted fork up front and a fully adjustable KYB rear monoshock, offering up to 230 mm of front travel and around 190 mm at the rear. Those figures push the 1000MT-X firmly into true off-road adventure territory, not the softer, street-leaning crossover class.
Wheel and rim selections support that mission. A 21-inch front and 18-inch rear wheelset comes standard, both wire-spoked, with certain trims listed as receiving aerospace-grade 7-series aluminum rims for claimed tensile benefits. Combined with the long-travel KYB hardware, the chassis offers proper off-road geometry (tall stance, long wheelbase, and a neutral standing position), aligning the machine more closely with KTM’s dirt-focused models in intent, even if KTM typically counters with lower mass and more aggressive, race-derived damping strategies.
There are, however, key caveats. CFMOTO’s claimed 199 kg dry weight is appealing, but I expect real-world curb masses in the low-220 kg range. Ultimate agility will depend on that wet weight plus luggage and fuel. If suspension valving and weight distribution are well-executed, the bike should remain composed under load. If not, low-speed heft may be the trade-off for its off-road build and equipment level.
Brakes, Wheels, and Ergonomics
Braking components are notably premium for this price segment: Brembo four-piston radial calipers paired with dual 320 mm front discs, plus a 260 mm rear disc. That setup stands above many mid-capacity competitors in stock trim and should deliver strong initial bite, stable lever feel, and consistent fade resistance under loaded touring conditions.
Tire and wheel specifications typically cite a 90/90-21 front and 150/70-18 rear, mounted on wire-spoke rims and equipped with Pirelli Scorpion Rally STRs, an aggressive adventure-focused tire that balances road stability with credible off-pavement traction. Combined with the spoked wheels and options for either adjustable split seats or a slimmer 2-in-1 saddle, the 1000MT-X is ergonomically oriented toward long-distance comfort and confident standing control.
Ergonomics are further supported by an adjustable windscreen, adjustable handlebar position, and two seat-height options (approximately 830-870 mm depending on configuration), along with heated grips and heated seat on upper trims. These touches reinforce that CFMOTO designed the machine for real expeditions, not showroom selfies. The overall showroom impression was “heavy-duty but rider-friendly,” premium hardware wrapped in accessible ergonomics.
CFMOTO 1000MT-X Availability and Pricing
CFMOTO showed production-intent machines at EICMA 2025 and announced global rollouts for 2026. Official market-by-market pricing and exact trim level breakdowns were not finalized at the show; however, given the parts spec (Brembo, KYB, Pirelli, Bosch IMU) expect MSRP to sit above CFMOTO’s 800-class models and to target a value position against mainstream mid/larger ADV offerings. CFMOTO will publish final market pricing and allocation details as it moves toward deliveries in 2026.
Head-to-head: 1000MT-X vs Honda Africa Twin / KTM 890 / Ducati Multistrada V2
| Category | CFMOTO 1000MT-X | Honda CRF1100L Africa Twin | KTM 890 Adventure | Ducati Multistrada V2 |
| Engine (cc) | 946.2 cc parallel-twin (KTM-derived). | 1,084 cc parallel-twin (CRF1100L). | 889 cc parallel-twin. | 890 cc (Multistrada V2 uses Ducati 937–890cc Testastretta twin depending on market) |
| Power (approx) | 111 hp | 100–102 hp (market-dependent) | 105–115 hp (model variations) | 113–115 hp (Multistrada V2 quoted 115 hp). |
| Torque (approx) | 105 Nm | 105 Nm (Africa Twin recent updates improved torque) | 100 Nm (varies by model) | 96 Nm (Multistrada V2 quoted 96–98 Nm). |
| Wheels | 21″ front / 18″ rear wire-spoke | 21″ front / 18″ rear (Adventure geometry) | 21″ front / 18″ rear (Adventure R variants) | 17″ or 19″ depending on Multistrada trim (V2 is road-biased with 17″ options on some trims). |
| Suspension | 48 mm KYB USD; fully adjustable | Showa WP or similar (electronic options on high trims) | WP suspension (race-derived options on R/Rally) | 48 mm USD; semi-active SUSP (on S variants) |
| Brakes | Brembo dual 320 mm front | Dual front discs, high-spec calipers | Dual front 320 mm Brembo on higher trims | Brembo twin discs with Cornering ABS standard |
| Fuel / Range | 22.5 L (claimed >450 km) | 18–20 L depending on model (long-range tanks optional) | 20 L (varies) | 20 L (V2 5.3 US gal) |
| Weight (dry/wet) | 199 kg (dry quoted) | 230–255 kg (curb varies by trim) | 200–225 kg (varies by trim) | 202–225 kg (depending on spec) |
| Target | Long-range mixed-surface flagship from CFMOTO | Proven large-capacity adventure with deep dealer support | Lightweight, rugged mid-adventure specialist | Tech-rich sporty touring/adventure with Ducati dynamics |
Notes: Model years and trims vary; table cites official manufacturer pages and first-look coverage for representative figures. Use this table as an apples-to-apples starting point; final ride testing will separate these machines by real-world weight, suspension travel, and rider ergonomics.
CFMOTO 1000MT-X First impressions: Strengths and Potential Drawbacks
Strengths:
- Flagship Hardware for the Class: Brembo brakes, 48-mm KYB fork, and Pirelli rally rubber give real credibility.
- Strong, Usable Power: KTM-derived near-liter twin promises tractable torque for real touring with luggage.
- Long-Range Focus:5-liter tank and cruise/TPMS cater to true mile-eating adventure.
- Modern Electronics: 6-axis IMU, cornering ABS, quickshifter, and an 8-inch TFT make the bike plug-and-play for contemporary riders.
- 2-1 Seat: The rider will be comfortable and can rely on prime feedback whether standing or sitting.
Potential Drawbacks:
- Wet Weight Unknown: Quoted dry weight of 199 kg is promising, but final wet weight (with fuel, oil, and luggage) will determine low-speed manners and real agility.
- Price Sensitivity: The step up in spec implies a meaningful price step for CFMOTO. Perceived value will depend on final MSRPs.
- Dealer/Service Expectations: A KTM-sourced engine raises expectations for refinement and dealer support; real-world ownership will show how well CFMOTO meets them.
- Brand Perception Challenge: Must overcome brand bias to stand alongside established adventure names like Honda, KTM, and Ducati.
2026 CFMOTO 1000MT-X Full Specifications
| Category | Specification |
| Engine | DOHC liquid-cooled parallel-twin (KTM-derived), 946.2 cc. |
| Bore × Stroke | 92.5 × 70.4 mm |
| Power | 111 hp (83 kW) @ 8,500 rpm |
| Torque | 105 Nm (77 lb-ft) @ 6,250 rpm |
| Transmission | 6-speed; bi-directional quickshifter standard. |
| Frame | Steel/aluminium hybrid; MT-family geometry. |
| Front suspension | Fully adjustable 48 mm KYB inverted fork. |
| Rear suspension | Fully adjustable KYB monoshock. |
| Front brake | Dual 320 mm discs; Brembo 4-piston calipers. |
| Rear brake | 260 mm disc; Brembo caliper. |
| Wheels | 21″ front / 18″ rear wire-spoke rims (Pirelli Scorpion Rally STR). |
| Electronics | Bosch 6-axis IMU; cornering ABS; multiple ride modes; 8-inch TFT; cruise control; TPMS; heated grips/seat (select trims). |
| Fuel capacity | 22.5 L (claimed >450 km range). |
| Dry weight | 199 kg |
| Availability | Shown at EICMA 2025; production/market rollouts expected 2026. |
Information for this article was partially sourced and researched from the following authoritative government, educational, corporate, and non-profit organizations:
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